Compound locomotive steam-engine



(No Ifiodel.) 2 Sheets-Sheet 1.

. H. M011? K. COMPOUND LOOOMOTIVE STEAM ENGINE. No. 480,668.

Patenjzed Au 9, 1892.

(No Model.) 2 Sheets-Sheet 2. H. MONK.

COMPOUND LOOOMOTIVE STEAM ENGINE. No. 480,668.

Patented Aug. 9, 1 892.

- erated by cut off UNITED STATES HENRY MONK,

PATENT OFFICE.

or ELSD'ON, ILLINOIS.

COMPOUND LoooMoTivE STE M-Enema.

SPECIFICATION formingpart of Letters Patent No. 480,668, dated August 9, 1892.

Application filed October 30, 1890- S erial-No. 369,864. (No model.)

may concern.-

Be it known that I, HENRY MONK, a citizen of the United States, residing at Elsdon, in the countyof Cook and State of Illinois, have and useful Improvements in Compound Locomotive Steam Engines, of WillCll the following is a specification.

My invention relatesto improvements on a prior patent granted to valve-motion, together with thearrangemen t of cylinders and the construction' and operation of a combined auxiliary steam and relief valve.

The object of myinvention is int 0 operation of which the steam can be from the high-pressure cylinder at any part of its stroke, the exhaust to escape and supply the low-pressure cylinder for near its whole stroke, of steam release and a higher degree of expansionin both cylinders and areduction of the back-pressure due to compression in both cylinders, especially in the high-pressure cylinder. Excessive compression of steam in the high-pressure cylinderin compound engines of this type when the valve or valves are opthe ordinary link-motion is one-of.

' the greatest determents to their success.

lllO latter, provided to operate the said valve -se c1ions independently of each other.

My second improvement is the combination of the cylinder, valves, steam ports and passages, and steanrchestforn locomotive steamview in section of Figs. 3 and 4.

thereby effecting a retardation engine occupyinglittle space. The radiating area andthe condensation of steam are thereby reduced to a. minimum. Third, the construction and operation of the auxiliarysteam and relief valves, which are so arranged that the engineer in charge cannot abuse this great starting power, if he so desired, andare so constructed that they cannot be tampered with. The objectis to preventundue strains on thereciprocating motion and waste 'ofsteam. Fourth, to provide a thorough relief to the high and low pressure cylinders when the engine is inm'otion with steam shut off.

In the accompanying drawings, Figure I is a side view in scetion,'showing cylinders and valvds, together with their connections. Fig.-

2 is an end view of Fig. 1. view of low-pressure valve. view in section of Fig. 3.

ig. 3 is an end Fig. 4 is a side Fig. 5 is an end Fig. 6 is a bottom View of Figs. 3, 4, and 5. Fig. 7 is a bottom view of valve-cylinder face. Fig. Sis a side view of high-pressure valves. Fig-0 is an end view of Fig. 8., Fig. 10 is a side view of double-faced iiat slide-valves with connections. Fig. 11 is a top view of valve connections. Fig. 12 isaside iewof locomotive with my improvements. Fig.13 is an end view of Fig. 12. Fig. 14 is a side view in section of the combined auxiliary steam and relief valves with connections.

Similar letters and figures refer' parts throughout the several views.

Referring to Fig. 1-, the valves are piston valves, which have suitable packing-rings to keep them steam-tight. Tho higlnpressurc.

valve-sections A and b are connected at a calculated distance apart by bolts 6 and 7.

section A has a hole through the ccntei'large enough to permitvalve-spimllei to work freely through it. I two pistons cast together with a hollow cavity ll and passage 1/- A longitudinal port is in the bottom of this valve for the purpose h-ercis connected bv .inaftcr (lGSCllbGl \"alvc ll spindle 1', which passes through valve A and hollow valve-spindle I1. I This hollow valvespindle is provided with packing-box ,2 to allow spindle i to manfreoly, yet steam-tight. The object of this arrangement is to have an independent motion forlow-pressure valve E.- lhis motion is'obtained from crosshead m.

to similar Low-pressure valve-section E is which has a short red Z. This isiittaehed to the cross-head m" thereby partly controls the.

' the usual manner.

movementof low-pressure valve E. The highpressurevalve A and B is connected by holow' spindle it directly to the rocking armJ in The rocking arm J is-operated bythe ordinary link or any othervalvemotion. The method for scttingvalves A and B isthe same as usual, the lap on the steam edges'of these valves being, s'ay,one and onefourth inches; inside 'lap, say,one-eighth or an inch; vthe lap on the steam edge of lowpressure valve, say, one-fourth of an inch, and the exhaust edg'e line and line.- I obtain a perfect lead for the valves under the abovementioued conditions by fulcru m-rod 70,. which by the action of cross -head m retards the travel of valve E at certain points and at others assists it to travel more quickly. The piston and cross hea'd m are shown in the drawingest the extreme front end. At thispoint the high-pressure valve A and B will have traveled,.say, one and three-eighths inches,

, whereas the low-pressure valve E has only traveled three yeighths of an inch, caused by the action of cross-head m and fulcrum-rod It,

which compensates for. the reduced lap of the low-pressure valve E.- I I To clearly understand the operation of this engine, it must be supposed that steam has beenadmitted from the boiler through steam pipe or passage t, which communicates with both ends of valvecylinder or chest a, anti thatthe engine has madeseveral revolutions.

The drawings represent the engine at the forward center. The valve A and. B is operated by the'ordinary link-motion. Steam is just being admitted by valve-section B into steam-port 5, which connects with the front end of the high-pressure cylinder b.', The exhaust from the back end of this cylinder passes through steam-port 1', through passage y in low-pressure valve E, and is admitted through steam-port 4 to the frontend of low-v pressure cylinder 0. The exhaust from cylinder c is escaping from the back end up steam-port 2, then under the hollow II, and escapes to the atmosphere through exhaustpassage 5 and exhaust-pipe u. The steam works vice versa when the piston has traveledto the opposite end of the cylinders. The cross-head m is shown at the. extreme front 'end and fulcrum-rod It has traveled. in proportion thereby, retarding the travel of the low-pressure valve Rocking arm J, spindle'h, and l'iigh-pressure-valve A and B at this point have traveled aboutone and threeeighths inches, whereas the low pressure valveE hasonly traveled about three-cighihs of an inch. This valve only having one-fourth of an inch lap and the high-pressure valves I one and one-fourth inches lap,'it will .be seen to the valves are the same. When cross-head m commences its outward movements, fulcram-rod k is forced back; also. This then g'ive's a double quick action to low-pressure valve E, whichjopens the steam and exhaust ports very quickly, I open for near the whole'stroke, evenwhen the high-pressure valve, is made to cut oil? at a the pistons and cross-headm have completed the outward stroke, bein the position indicated by the. dotted line traveled inward one andthree eighths inches the low-pressure valve has beenretarded and Thus the valves all have; an equal lead at bothends. r

pressure valve A B has its travel greatly reaffect the movement of low-pressure valve E, which will keep the low-pressure portsyopen for near the whole Tstrokethereby obtaining a full clearance for the stealndurin g the whole stroke of its. piston, thus avoiding all compression of the steam, andthe exhaust can- 'not escapelfrom the low-pressure cylinder until its piston has nearly completed the stroke,

show reversing shatt-armf, which is connected by reach-rodG to reversing-lever in the cab. This is notshown in thevdrawings. At the upper end of reversing. shaft-arm is connected (Shown in Fig.14.) Roda n is placed inside a ing;raised, so that puppet valve q cannot be openedin any otheryway thanthe manner hereindescribed. The coupling-pins to'the connections can be sealedto stop any one from tampering with them. Puppet-valve g has a small spindlewhich protrudes through a 1 and 3-without opening puppetvalve q,- but the instant the reversing'leverm or shaftvarm f is placed at eitherextreme: position indi-' cated by dotted lines 2 and 4 the wedge'snrn,

steam-valve q. Boiler-steam then rushes from fulcrum rod' It will then suitable hole in tube 0. The wedges 'n n are made at a given distanceiapart, so that the reversing-lever or reversing shaft-arm f can-- be moved in anyposition between dotted lines that by the action 0t fulcrum-rod k the lead.

and these ports'are kept very early pointby reducingits travel. .When I 10, and thoughthehighpressurevalveshave only traveled about three-eighths o f aninch.

It' will be clearly seeneven it the high-.7

dnced to cut oflivery early it will but slightly no ,matter, how early steam iscut off by the valve box d. is shown. Figs; 1,12, and 14 its rod 6', whichconnects to the-[wedgerodn n, i

tube 0 to. prevent the wedge-rod mt from b0.

sliding in the tube 0, forceopen the auxiliary (1 into passage 0- and steamway V, and then through the longitudinal port X, which communicates with the passage Yin low-pressure valve E. By this arrangement boiler-steam is admitted into the low-pressure cylinder when extra starting power is required, and the instant the reversing shaft-armfis raised slightly toward the center (shown by dotted lines 1 and 3) the pressure of the steam instantly closes, the puppet-valve q. The low-pressure piston'then derives its powers from the exhaust of the high pressure. An armfand the auxiliary steam and relief valves are placed on each side of a locomotive.

The valve-box (Z has an atmosphere-relief valve which opens the instant steam is shut off from the boiler. Air then centers into passage sand passage t to both ends of valvecylinder (1. Atmosphere relief is hereby given to the liiglrpressure piston. liy the reversing lever or shaft--arm f being placed right forward or back auxiliary steam-valve q is open and the air rushes through passages? andiv and port .1: into passage 3 through the low-pressure valve E, and then into the low-pressure cylinder lly this combination and by having relief-valve 17 arranged so that it is in communication with the auxiliary valve q and steampassage n and longitudinal port .1: a thorough atmospheric relief is thereby obtained for the low-pressure cylinder. One relief-valve thus acts to give relief to the high and low pressure pistons simultaneously when the engine is running with steam shut off.

I lay no claim to the relief-valve; but I claim the method of placing it in combination so that it gives relief to both cylinders.

Referring to Figs. 1, 2, 2, and 1 5, the highpressure cylinder-(l is centrally placed inside of the low-pressure cylinder 0, one valve-cylinder or valve-chest a acting for both cylinders. By this arrangement less space is required and less surface for radiation. The cylinders all act to superheat each other, thereby avoiding condensation of the steam. I am aware that this mode or arrangementof placing the higlrpressure cylinder centrally within the low-pressure cylinder has'been in use for marine engines, and therefore do not claim the above arrangement, broadly;- bntI claim this arrangement in. a compound loco-- motive steam-engine using four cylinders, and also this arrangement in combination with one valve-cylindcror valve-chest. I am aware of valve-motion wherein fulcrum rod 7:. is used. In these casesit acts asaleadn-od and makes the valve cut-off more quickly, the method of connecting it to the valve-spindle and its action being directly opposite from my methodand arrangement.

What I do claim as my invention, and tiesire to secure by Letters Patent, is as follows:

1. In acompnund locomotive and other comcompound engines having the single steam or valve chest, the valves comprising two independent \'.-ilvrscclions, one of said sections controlling the admission and exhaust of steam to and from a high-pressure cylinder and the other section controlling the admission of steam from the high-pressure cylinder to a low-pressure cylinder,and the exhaust from the low-pressure cylinder, in colnbinivhaving the single steam-chest and a valve composed of two independent valve-sections, the valve for the low-pressure cylinder having a reduced degree of external lap in comparison to the high-pressure'valve,-in combination with means for btaiuinga simultaneous lead, substantially as set forth.

3. In a compound locomotive having the single valve-chest and a valve composed of two independent valve-sections, the outer section for the high-pressure cylinder and the inner section for the low-pressure cylinder, the inner low-pressure valve-section having connection to an independent valve stem or spindle, in combination with any means for operating said valves independently of each other, substantially for the purpose set forth.

4.. In acompound engine having the two independent valve-sections, the fulcrum or compensating rod is and the hollow valve-rod h, in combination with the said valves and cross head in, substantially for the purpose set forth.

5. In a compound locomotive-engine having the single steam or valve chest, the steam and relief port a in valve E and the passage o, in combination with the auxiliary steam and relief valves (1 and 11, substantially for the purpose as set forth.

(5. In a compound locomotive having the single valve-chest, the combination of the auxiliary steanrvalve q and the atmospheric relief-valve p, in combination with means for operating valve q, substantially for the purpose as set'forth and described.

7. In a compound locomotive having the auxiliary steam or starting valve q, the rod c or wedge-rod n 12, having connection to the reversing-gear o,r shaft-arm for the purpose of operating auxiliary stcanrvalve q, substantially for the purpose as set forth.

S, In a compound locomotive having the wedge-rod n. n, the tube or guard 11, in combination with the auxiliary steam-valve I substantially for the purpose as set forth.

9. In a conmound locomotive having the single steam or valve chest, the combination of the relief-valve p, and the auxiliaryszalve placed in oncvalve case or box and actingin combination with each other, substantially for the purpose as shown and described.

10. In a compound locomotive having the single steam or valve chest, the combination of the high-pressure cylinder placed within the low-pressure cylinder, steam passages leading from opposite ends of each of said cylinders to a valvc-scnt face, an exhaustpsssag'd 'loading from said valve-seat rm, "hndh distribution-valve composed of twoindependent valve-sections andoontroiling the valve-soot; ports, said valve providing a pas- 5- sage for steam botwentheseotions from the high to the low pressure cylindexyiho 1owpressurowalv'o section having a loss degree of lap and a shorter rango of traverse .ihan the high-pressure valve, and the fulcrum 01- 1o compensating rod 7:, acting in combination with ti o erossJioad and other vn'lve-moli n to retaulland accelerate the action of the lowpress i-e-valvo section, substantially set forthj 27th day of October, 1890 HENRY MQNK. Witnesses: i

ARTHUR MUMMERY ALBERT MUMMERY. 

